Internal-combustion engine



4 SHEETS-SHEET 1 R m w W WITNESS -r w zo BY 6 ATTORNEYS Jan. 2, 1923.1,440,685

B. V. KORVlN-KROUKOVSKY.

INTERNAL COMBUSTION ENGINE.

ORIGINAL F1 LED FEB. 4, 1919. 4 SHEE'i'S-SHEET 2 if 12,. Z 11 10 WITNESSINVENTOR Y MM. /4 '61 ATTORNEYS Jan. 2, 1923. 1,440,685

B. V. KORVIN-KROUKOVSKY. INTERNAL COMBUSTION ENGINE.

ORIGINAL FILED FEB. 4, 1919. 4 SHEETS-SHEET 3 WITNESS INVENTOR wflfW QATTORNEYS Jan. 2, 1923. 1,440,685

B V. KORVlN-KROUKOVSKY.

INTERNAL COMBUSTION ENGINE ATTORNEYS Patented Jan. 2, 1923.

UNITED] STATES BORIS'V. KORVIN-KROUKOVSKY, 0F BERKELEY, CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

Application filed, February 4, 1919, Serial No. 274,851. Renewed. April7, 1922. Serial No. 550,420.

relatively great amount of power in proportion to its weight. Toaccomplish this object, I employ the well known two-stroke-cycleprinciple; but by means of the various novel features of my invention,which are hereinafter fully described, I secure a very high volumetricefiiciency; thatis to say, for given 1 cylinder dimensions, I am enabledto provide the greatest possible amount of combustible charge in thecylinder, and I am further en abled to provide a charge of such qualitythat the greatest possible amount oi": power can be obtained from thecombustion thereof;

It is well known in the art that the ethciency of an internal-combustionengine depends largely. upon the extent to which the products ofcombustion, or exhaust gases,

are removed from the cylinder before the ad mission of the fresh chargeof combustible gas; :for'the presence of exhaust gases in the cylinderdilute by just so much the fresh charge. In. the engine embodying my invery tion, there is provided means for completely expelling the exhaustgases from the cylinder prior to the admission of the fresh chargethereinto; and furthermore, the fresh charge is admitted to the cylinderunder a pressure greater than atmospheric, so that a relatively greateramount of gas is supplied to the cylinder than is the case in an engineof the commonly used four-stroke-cycle type, in which the fresh chargeis admitted to the cylinder at a pressure less than atmospheric. Theaccomplishment ot these two results in an engine of the two-strokecycletype provides greater fuel efficiency per unit weightthan is secured inengines of any of the comdescribed as inflamed herewith, is embodied inan engine of the six cylinder, vertical, airplane type, although it Myinvention, as

is to be understood that such factors, as the number and arrangement ofcylinders, and the use for which the engine is built, are immaterial tothe essence or the invention, and that said invention may be embodied inan internal-combustion engine of any form or design.

With this in view, my invention will be fully described with referenceto the accompanying drawings, in which:

1 is a longitudinal side view oi my engine, partly in section and partlybroken. Fig. 2 is a cross section, enlarged, taken in the direction ofthe arrows on the line 22 of Fig. 1. I

Fig. 3 is a cross section, enlarged, taken in the direction ofthe-arrows on the line 33 of 1. I

Fig. is a sectional view, enlarged, and partly in elevation, of the fuelinjection pump member of my engine. i

5 is a sectional View taken in the direction oi thearrows on the line5---5 of Fig. l. I

in the drawings, the reference nun'leral 1 is used to designate theseveral cylinders of myengine. As before stated, the engine will bedescribed as having six cylinders, ale

though in F 1 of the drawings there are shown but three completecylinders are parts of two others. Each cylinder 1 is surrounded by asuitably constructed jacket 1, the said jacket inclosing a spacesurrounding the cylinder through which a cooling medium, notillustrated, may be passed. Within each cylinder is a piston 2, of usualconstruction, and 'irovided with suitable packing rings 2. The pistons 2carry connecting rods 3, each ournalled at one end within the piston andat the other upon the crank shaft 4, the said crank shaft beingsupported in the usual manner within the crank case 5. end ot the crankshaft 4. projects through the Wall. of the case 5, and is adapted tocarry and drive a propeller 4:.

Exhaust ports 6, in position for control by the piston near the lowerlimit of its stroke, are formed in the wall of each cylinder, the saidports providing a free passage for the exhaust gases into suitableexhaust pipes shown at 6, in 2. Into the head of each cylinder areinserted two valve cages '7, Figs. land 2, the said cages carryinginwardly opening poppet valves 8. Said valves are normally held closedby springs 9, and are opened bymeans 0i" ams 10 carried by a lmngitinlinally jlisposed cam-shaft ll the latter-being mounted in bearingsll within an inclosed housing 12 positioned lougitudinally above thecylinders, and extending the entire length of the engine.

As illustrated in Fig. 1 the cams l are so set upon the cam shaft 11that both valves 8 of any one cylinder are operated simultaneously, thepurpose of said Valves being to admit air, at the pr'ope'r'time in thecycle of operation, to the cylinder 1 from the chamber or ductit'orn'ied by the walls of the housing 12. The valve cages 7 are formedwith suitable orifices 7 for the passage of the air.

The pistons and connecting rods are'oi he type commonly used in airplaneengines. The six-throw crank-shaft has its cranks relatively positioned60 degrees apart since a power stroke occurs in each cylinder at eachrevolution of'the crank shaft. The order ot firing, and the DOSlljlOIlof the cranks upon the m ilk-shaft is determined by conditions ofbalance. and is preferably as follows:

fit the end of the engine opposite the propeller 4L is positioned a.rotary air pump of the centrifugal type com 'n'ising 'a shell 13 and arunner-'14, Fig. l. The said shell 13 has a centrally disposed airintake opening 1 5;. and a radially disposed airet-ihaust' opening: 15',the latter bring connected with the downwardly turned tubular end of lhecam shaft housing 12. Thus a continuous air passage is provided ironrthcair pump shell 13 through the housing12 and the valves 8', to thecylinders l.

Theair'pump runner bl is driven, at a relatively high rate speed bymeans 01 a gear 16' upon the engine crank shaft 4;, said gearineshing"with a smaller gear 17 fixed upon the air pump shaft 18'. The said airpump shaft also d'r'iv s the cam shaft 11 by means of worm gears 1-9 and2Q a vertical sli'aft 21 and 'erel gears 22' and 23L Furthereinore; theair pump shaft 18 is used to drive a pair of simultaneously operatimz'inaig'netos 24, by means of worm gears 25 and 26, the latter beingmounted upon a transverse shaft 26 and thesaidtransrerse shaft 26carrying" agear 2?. Fig. 31 \ihich meshes with and driv the piuionsmounted one upon the r. oi each Li: note 24:

g i te: pply The saidni'agnetos may be or any suitable type capable ofin l h an electric in the walls of the cylinders above the u p per limitof piston travel, there beingtwo such spark plugs in each cylinder,although but one appears in the drawings. As betorc stated, the twomagnetos operate simultaneously to produce two simultaneous ignih ingsparks in eachcylindeig partly for the purpose of providing for the morerapid combustion of the charge, and partly to provide a factor of safetyin the event of the 'failure of one magneto.

The gearing above described is so proportioned that the cam shaft 12'rotates at the speed of the crank shaft 4', and that the Inagneios 24:are driven the proper speed to lire the several charges Withintnecylinders in the proper time and sequence.

rotary pump for circulating the cooling; water is positioned beneath thecrank ca e, as shown 32 in 1' and 3. Then nor of said pump (not shown)carried upon a vertical shaft 33, and is driven from the rertical shaft21 by means or a uniilly jointed shaft :34. The said pump t- 33 alsocarries spiral gear 35, which meshes with and drives a similar gear 351'fixed upon a horizaont'al shaft 213?, longitudinally disposed in thelower part of the chant case 5, air the latter she drives two lubrioilpumps l ig. 1,,

( rag: through suitable bevel gears 39. The pipes 4; )11|HCtl()llf. andother llQL'CF r members oi the coollm; and lubricating s wl'enis' arenotshown in the d a; gs. such nienilx 1- her oil' air-rstandardz-onstruction;

A "fuel, 1 tion pump shown at t) 1 o 1 41C] r 4 r who deta-iin ri s. 1-is and 0 mounted J in the air-pump end of the engine and is driven fromthe transverse shaft 26. Said fuel: pump as shown'in e and 3 has anurality of verticah cylinders el 'one CO11QE)O11Cll1g to each of theengine cylinders, the said pump cylinders being onlz'rr r'ed at theirlower ends to term cylindr -l cross liea l gii'ides l l ith'iu' eachxuclr pump cylinder is a" piston ii-l, pa are through packino arenacarried and g n: led by a cyliindricai' cross head is"), worl zing inthe cross head guide i3 spring l(5; surrounding the piston ;3; forcesthe latter downwardly aimiust a limit ng removable I 5 ,jou a.

' pump l' v crank aha coniuwtin i rod 49 the'upper end t which isDirotaliy' connected w 1th one end oi a rocker arm 5%). The other endsof said" reel-:er arms prvotally mounted upon a common mow able carriermember 51, whose dependii'i'g ar'iiris 52 ar'e f ourn'a'iledconcentrically with respect to thepump crank- Sir 1ft The up er surfaces0t the rooker arms inane-ea adapted to bear against the lower projectJug ends 4113" 01. the pump pistons 413'. Thus the verticalcomponent ofthe motion of? the tion shown in Fig. .by the rarrier member 51, so thatthe upper eud'of each coon t ing rod 4.9,is substantially in verticalsment with its corresponding piston 43, maximum stroke is imparted tosaid piston,

and when the said carrier member is moved to the right as viewcd'in Fig.5,. so that the fulcrum 50 of said rocker arm 50 is in verticalalignment with the piston 41.13, said piston is not moved at all.Obviously, any dosired length of'stroke of the piston 4:3, between zeroand the maximum, maybe obtained by movement of the carrier member 51,and as saidcarner member 1s common to all the rocker arms, the'strohesolall pistons will be "varied simultaneously.

' spring 53, 5, normally'holds the carrner pump are partially surroundedby a member in the position shown, from which position it may bemoved bymeans I a lever 54, Fig. 4, acting through a sh on and a pinion 56 whichmeshes with a gee? segment 57 formed in thelower portion of one of thecarrlerinember arms52, shown infiFig. 5. i I

The cylindersdl ot the fuel inje' intake chamber'58, Figsa and 5, intowhich the fuel isconducted through a pipe shown in part at 59, inF 5.Intake passaoes o l lead from the fuel chamber 58 to the everal pumpcylinders, the il'uelheing dr 1 into said cylinders through said. passathe downward strokesot the pump 43. From. the pump cylinders theejected, upon the upward strokes of the pis tons 43, through suitablyconstruct-ed check valves 61. and pipes 62 to injection nozzles 63,Figs. 1 and 2, inthe engine cylinders. The pipes 62, one of which leadsto each engine cylinder, are carried in a conduit (i l,

Fig. 2, formed in the side of the camshaft housing 12, adjacent to oneof the ignition wire conduits 30. A pet cook 65, Figs. 3 and 4, providedin the'upper portion of the pump it'uel chamber 58, to perm t the escapeof any air that may find its way into said chamber in suflicientquantities to obstruct the free flow of fuel. The shaft 48 of the inderat each revolution oi": the engine crank shaft.

The operation of the engine may be briefly described as follows,regarding one cylinder as typical of the wh0le,-and with theunderprising a near the lower limitof its st oke, the oak haustports tl,Figs. 1 and 2. The exhaust gases, StlllllliClfi}? considerable pressure,es

cape through said exhaust ports, and immediately thereaftenorin'practice as'soon as the pressure within the cylinder falls belowthatof theair forced by the airpump 14.. Fig.1, into the inclosed cam.shaft housing 12, the air inlet valves 8 are opened. Durinp, thatportion of thestrohe' in'which the exhaust ports 6 .remain uncovered.fresh air is forced into and through the cylinderby the air pumpl l,thus'completely scavenging the cylinder of all exhaust products, andfillmg; the said cylinder with 'tresh charge of air. The airinlet'valves c ee iinn'iediately after the exhaust ports 6 are closed bythe upward movement of the piston, and at the same time a charge ofliquid fuel is injected into the cylinder by the iuel pump. The; chargeof mixedpiiuel and air is then com-.

pressed by the upwardtravel ot the piston. and fired by the spark as;the said piston reachesits upper limit or. travel.

Yapor'mtion of the fuel. is eilected priy .he heat within the cylinder.The tomized to a consid rahle extent by being injected intothe cylinderthroue h the injection nozzle, and is therefore easily 'va porized,partly by the he *1 ofthe air within the cylinder, said air having;already been heated by contact with the hot valves and cylinder walls,and further by the heat oi? compression. The vaporized fuel iseffectively mixed with the air by the compression thereof, to form ahomogeneous mixtrue.

As has been stated, the superior eiiicieuuv of ray enginede ends largelyupon two factors, vise-the complete removal oi. all e:; haust gases, andthe introduction lnto the cylinder of a maximum quantity of air for thecombustible charge. said air being introduced under a pressure greaterthan atmospheric. Both oi these results are accomplished by the use oithe exte ior itll. pump. and, furthermore, the u of air pump. enables meto introduce, compose. and fire-a complete charge at each revolution oithe crank shalt i. c. to make use of the well lmowu l'wo-strolrec mrleprinciple. without any diminution of volumetric efficiency.

1. An internal coinl'nistimi engine co1nan opposite closed head,saitlcylinder having an exhaust port in its wall in the region of saidopen end; a piston opera-table within cylinder having an open end andsaiil-eylimlerv :nlaptedto oontrollsaidexl aust port; a valve in thehead of saideylinder a4 apted to admit air to the interior thereofi;anair pump; an inelosed housing forming a duct for the passage ofthezair .fl'OIILSiLlCl air pump to said valve; ineanswithin said hous g;for operating said valve in timed relation to the HIOVGHIGHJD of saidpiston; means for injecting a quantity of liquid" fuel into saidcylinder, in timed relation to the movement of said pistonfandmeans for.ig: lilting said fuel.

2. in internal combustion engine com? prising a cylinder havinganopenend'. and an opposite closed head said cylinder havlfl exhaustpoi-'3 in its. Waliin the region s open end; a piston operatable Withinsaid eylindei. adapted to eontrollsaidexhaust port; a .valve the head ofthe. cylinder adapteatto admit air to the interior thereof; a crankshaft d'iven by the piston; an air pump drivenihy the crank shaft;ahousing forming a duet for tlieqain from the. airpump to the valve inthelieadlof the-cylinder; a cam-shaft in the air duct. housing driven bythe air pump shaft for operating said valve in timed relation, to. thepiston .inovement; means for injecting a quantity of liquid fuel intosaid eylinderintimed relation to the movement. of said piston and meansfor igniting said fuel;

3. An internal combustion enginev comprisin a cylinder having an open;end and an opposite closed head, said cylinden-having an exhaust port inits. well inthe region of its. open end; a piston operatableiwithinsaid. cylinder adapted to] control said; exhaust port; a valve intliehead' of the. cylind 11' adapted to admit air to the interiorthereof a vcrank shaft driven by the piston; an air pump driven by thecrank shaft;- a

'attachmentafor. spraying liquid i. fueLinto the,

cylinder in, timed relation to the piston to igggnite,v said, fuel Einithee cylinder.-

fln Al'l} internal combustion. engine comprising a cylinder having; an.oped end and anopposite olosedshead, said oyliiiderhaving' anexhausmport, in its. well in the. region of; its openend a. pistonoperatable, Within said'cylinden adapted to control said exhaust port;avalve in the head of the cylinder, 9 daptedito ,adinit air to. theinterior thereof; a erank shaft driven. by. the. piston; an, air,pnnpfldriven, by the crank, a housing forming, a; duct. fen the fromthe: air pump :to v the, valve, in vtheliead of' the ey lin r der z acam;shaft, in the.'air duct, housing driven by, the air-pump shaftforoperating.

movement; and an; electric ignition system said valve. in timed.relation,to the piston movement a fuel: injection pump driven by theengine crankshaft and having a. nozzle attachment for: sprayingliquidifuel'into the cylinder in; timed; relation. to} the pistonmovement; means for regulating saidfuel injection pump to vary the.charge of fuel supplied}; and; an eleetrioignition system to ignite saidfuel iiiithe cylinden Intestiinony, wheneofl I have signed my name. tothis; specifieation in ,thepresence of two subsenibingi witnesses.

Boms' v; xozgvm naouxovsm'. Witnesses:

Win El B00111, D. B. Rionnnps.

